Road and railway car



Nov.`29, 1938. G. T. RoNK ROAD AND RAILWAY CAR 5' Sheets-Sheet 1 Filed Jan. ,QSL 1935 Nov., 29, 1938. G. T. RONK Y ROAD AND RAILWAY CAR Filed Jan. 25, 1935 5 Sheets-Sheet 2 Fil/dest www QWN

.www

- Nov. 29, 1938. G. T.v RONK 2,138,043

ROAD AND RAILWAY GAR Filed Jan. 23,' 1955 5 Sheets-Sheet 3 NN ME RMN mmm NQ nu Q WSN y IHA/H290? W/zm.

E y5 A QN bww @w mi L Nov. 29, 1938. G. T. RONK ROAD AND RAILWAY GAR 5 Sheets-Sheet'A Fi1ed ian. 2

Nov. 29, 1938. G. T. RoNK ROAD AND RAILWAY CAR Filed Jan. 2s, 19:55

5 Sheets-Sheet 5 Patented Nov. 29, 1938 UNITED STATES lPATENT OFFICE 2,138,043 ROAD AND RAILWAY OAR.

George T. Ronk, Lanark, Ill. Application January 23, 1935, Serial No. 3,163`

13 Claims.

This invention pertains to improvements in train equipment and more particularly to that type of equipment employing cars adapted to be easily converted to either road or railway use,

wherein a loaded car may be drawn over a road or highway by means of an ordinary auto truck to a convenient railway station or switch, and then transferred to a railway track and operatively connected in an ordinary railway train and transported to the nearest railway station or switch to the desired point of delivery for loading, after which the loaded car may then again be transferred to the highway and moved to the desired point of delivery, after which the car may be unloaded. By this means the necessity of separate trucking operations to and from the railway track are eliminated, together with the expense of transferring the load from the truck to the railway train and, thence, from the railway train again to the truck.

Several distinct types of road and railway cars have been designed, all of which are at the present time being experimented with. One type of the cars provides two sets of wheels at each end of the car, one set employing flanged wheels for railway transportation, and the other set employing pneumatic wheels for highway transportation, with means for elevating andlowering one set of the wheels relative to the other set, whereby either set of wheels may be operatively brought into engagement with the rails of the railway system or the pavement of the highway system. This form of equipment will be distinguished from the other form by use of the term convertible wheel type.

The other type of equipment employs a set of highway wheels at one end of the car and a set of railway wheels at the other end of the car, or the cars may be provided with either highway wheels at both ends of the car or railway wheels at both ends of the car. One end of the car, however, is designed to be carried by the rear' end of the preceding car, whereby the car is drawn When the coupled carV is being carried as a semi-trailer or articulated car, the coupling element of said articulated car will be'elevated higher than is necessary in the standard coupling equipment.

It is, therefore, one of the objects of my invention to vprovide in train equipment a carrier element which may be supported by the rear end of a car and moved from an inoperative position to an operative position for carrying the weight `of the front end of the following car, andto provide the forward end of the following car with a rider element which may be moved from an inoperative position to an operative position, designed to be supported by the carrier element, and to provide fin connection therewith coupling means which may be used either in an articulated train or in a train using standard coupling, the means for carrying and supporting the weight of the articulated cars being adapted to move to inoperative position at the time the cars are coupled in the manner as used in thestandard train equipment.

' In this connection, it is further the object of my invention to provide power operated means wherein the forward'end of the semi-trailer may be liftedV to position Where it will be supported above the carrier end of -the preceding car in such a manner that two cars may be coupled in theysame manner as utilized in coupling the ordinary trains, simply by backing the preceding car towards the car to be coupled, in which case the standard automatic coupler may be utilized. The elements or'members for carrying the weight of the forward end of the succeeding car will be referred to as sill heads. Y

In order that a certain amount of lateral movement of the rider sill head relative to the supporting sill head may be permitted when the standard coupled is utilized, it is another object of my invention to provide improved antifriction means for permitting comparatively free pivotal movement of one sill head relative to the other, and at the same time provide means for retarding free lateral movement of one sill head relative to the other, as would be permitted in the ordinary coupling device, to stabilize the laterally swinging movement of the forward end of the .car when used in articulation or as a semitrailer... A

A further object of my invention is to provide in a sill head construction adapted to be used in connection withy articulated trains, means for locking the sill head either in' its inoperative or in its operative position.

A further object of my invention is to provide in railway equipment an improved coupler which may be mounted in the car frame, having coupling elements of the type such as ordinarily now in common use, wherein the said coupling elements may be moved to a number of elevated positions, and in connection therewith, improved means for elevating and lowering the said coupling elements and for locking them in the various operative elevated positions.

A further object of my invention is to provide in car equipment of either the convertible wheel or articulated type, improved means for detachably supporting the wheel carrying axles to the car frame, wherein the car may be easily and quickly converted to meet various kinds of 'road conditions and wherein a broken or wrecked axle or wheel support may be easily and quickly replaced by a repaired or newaxle construction.

A further object is to provide in car equipment particularly of the convertible wheel or articulated type, improved axle equipment wherein a certain amount of lateral movement of the car is permitted relative to the axles, and in connection therewith, means for yieldably limiting the said lateral movement to eliminate lateral shocks as transmitted from the-wheels to the car body.

A further object is to provide in a road and railway car, improved axle construction wherein the wheels carried thereby are of the dirigible type and wherein the axles are of the convertible type, and in connection therewith, improved means for elevating and lowering one of the axles relative to the other, and for steering the`dirigible wheels.

A further object is to provide in a road and railway car, axle supporting pedestals and an axle housing slidably mounted in the pedestals, and within the axle housing an axle capable of movement up and down therein wherein either set of the wheels carried by the axle and axle housing may be brought into engagement with the traction surface, and further in connection therewith, improved means for pivotally connecting the wheels to their respectiveaxle and axle housing to permit them to swing about la common vertical axis, wherein the wheels may be dirigibly operated.

A further object is to provide in a roady and railway axle construction of the convertible wheel type, improved latching means for locking one of the axle elements in elevated or lowered position relative to the other axle element.

A further object is to provide in a road and railway car equipment employing adjustable sill heads of the carrier and rider type, and employing power operated means for moving the sill heads whereby the rider sill head may be elevated and supported on the carrier, additional power operated means for elevating and lowering the car frame relative to the traction surface.

My invention consists in the construction, arrangement and combination of the various parts of the device, whereby the objects contemplated are attained, as hereinafter more fully set forth, pointed out in my claims, and illustrated in` the accompanying drawings, in which:

Figure 1 illustrates a portion of a car frame in transverse section and my improved convertible and dirigible axle construction as applied thereto, one end of the axle construction, together with the wheels carried thereby, being shown in vertical section. v

Figure 2 is a sectional view taken on the line 2--2 of Figure 1, showing one end of the car frame in side elevation and the manner in which my improved adjustable sill head is connected thereto, and also the manner in which the rider sill head is carried by the carrier sill head.

Figure 3 is a plan View of my improved convertible and dirigible axle construction, with the Wheels removed, one end of the axle housing and the wheel supporting hub being shown in section.

Figure 4 is a plan view of my improved adjustable sill head as removed from its supporting frame, together with the adjustable sill head spider.

Figure 5 is a detail sectional View taken on the line 5 5 of Figure 2.

Figure 6 is a side elevation of the sill head spider.

Figure '7 is a transverse sectional view taken on the line 'l-'l of Figure 2.

Figure 8 is a detail sectional View taken on the line 8-8 of Figure 10.

Figure 9 is a detail sectional view taken on the line 9--9 of Figure 10.

Figure 10 is a plan view of one end of the center sills of the car frame showing the manner in which my improved sill head construction and coupler device are applied thereto.

Figure 11 is a detail sectional view taken on the line II-ll of Figure 10.

lFigure 12 is a plan view of my modified form of axle construction showing the manner in which the said axle is permitted to move laterally of the car frame, and the means for cushioning the lateral movement.

Figure 13 is a detail sectional view taken o-n the line |3-I3 of Figure 12.

Figure 14 is a detail sectional View taken on the line I4|4 of Figure 12.

Figure 15 is a detail sectional View taken on the line l5-l5 of Figure 14.

Figure 16 is a detail sectional View of the modied form of axle housing showing the manner in which the lower open end of the housing is braced and the manner in which the axle locking device is mounted therein.

Figure 17 is a perspective view of the axle lock' retaining plate as used in connection with the modiiied form of axle and axle housing.

Figure 18 is a diagrammatical view showing the side elevation of a highway tractor truck and the manner in which an articulated car is connected therewith.

Figure 19 is a diagrammatical view showing the manner in which two cars employing convertible wheel axles may be coupled in an articulated train by means of the power device as applied to the adjustable sill heads.

Figure 20 is a diagrammatical View illustrating the manner in which the forward end of a car employing convertible axles and a power operated jack device for elevating the forward end of said car whereby the rider sill head may be placed on top of the carrier sill head of the preceding car, either as used in connection with the power mechanism as applied to the sill head or in connection with a sill head in which no power mechanism is employed, and also the manner in which the adjustable car coupler of the forward car is moved to an elevated position in alinement with the car coupler carried by the rear car and supported in a normal position, wherein both coupler elements are in horizontal alinement when the cars are coupled in articulation.

Figure 21 is a diagrammatical view showing the manner in which cars having convertible axles may be coupled by means of standard car couplers, and the manner in which the adjustable sill heads are moved to inoperative position.

Figure 22 is a diagrammatical view illustrating the manner in which an articulated car may be carried by a railway engine in which is employed a modified form of carrier sill head device, the figure also illustrating the manner in which different types of supporting wheels may be provided when the car may be adapted to meet various road conditions.

Figure 23 is a detail sectional view of the annular wheel support taken on the line 23--23 of Figure 3.

Referring to Figures 1 and 2 of the drawings I have used the reference numeral I0 to indicate a pair of centrally arranged, spaced and parallel sill members, these sill members being supported longitudinally and centrally of the car frame II carried thereby. The details of this car frame are not illustrated inasmuch as they form no part of my present invention, the car body being carried by the said frame I I.

'Ihe said sill members I9 substantially form a draw bar extending longitudinally beneath the car body, wherein the strains imparted to the car body to advance the car and the series of cars connected thereto, are carried by said sill members. The sill members are also formed of such size as to have sufficient strength to overcome any bending strain that might be imparted thereto by elevating one end of the car by applying power to the under surface of one end of said sill members. Thus, it will be seen that the sill members not only are capable of transmitting the entire amount of power transmitted between the engine and the rear end of a train, but are also capable of supporting the weight of one end of a car body for the purpose of placing the car in articulation, as hereinafter more fully set forth.

Supported transversely beneath the frame members I0 near each end of said frame members is a pair of I-beams I2, said I-beams being spaced apart a slight distance and rigidly fixed to the beams I 9. These transversely arranged I-beams I2 serve to provide a supporting frame to which the axle pedestals' I3 may be connected, and for carrying the Weight of the car body. Each of the said pedestal elements I3 is xed to its supporting beam I2.

Each of said pedestals comprises a plate I4 having an outwardly extending flange I5 at each edge of the top flange I 6. A horizontal flange I1 is provided between the flanges I5 substantially midway between its* upper and lower ends, to form a supporting plate for the upper end of a spring I8. The top member I6 is secured to the bottom flange of the beam I2. The inner member I5 is secured to a bracket I9 which also has its upper surface fixed to the lower ange of the beam I2. 'I'he brackets I9 are connected by means of an arch 20, also illustrated in Figure 13. The arch 20 and the brackets I9 are xed together so that a rigid bracket unit is provided for supporting the pedestal members I3 against movement toward and from each other, and to prevent their lower ends from separating when forward and'backward strains are imparted to the pedestal member by the axle housing. member hereafter described.

Each of the pedestals I3 is provided with outwardly extending flanges 2| designed to serve as' guides to slidably engage bars 22 carried on the outer surface of the axle housing 23 (see Figure 12). By this arrangement the axle housing members I3.

The lower edge of the outer surface of the side membersI of the axle housing is provided'with laterally extending spring supports 24 (see vFigures 1 and 16) the said supports 24 being designed to operate between the lower ends of the flanges I5 and to carry the lower end of the spring I8. By this arrangement it will be seen that the pedestals I3 are yieldably carried by the supports 24 and the axle housing. The said axle housing 23 is formed substantially rectangular in cross section, and is provided at each end with a pair of pivot supporting lugs 25, said lugs being designed to support a vertically arranged spindle sleeve 26, the upper and lower ends of said spindle sleeve being .,pivotally mounted in bearing members 21 carrying an annular wheel supporting member 28 having its outer surface provided with a bearing surface for receiving any type of standard roller bearings 29, said bearings 29 being tol rotatably support a flanged car wheel 30.

Each of the annular bearing members 28 is.

provided with a steering arm 3|, said steering arms being pivotally connected to a steering link 32a, as' clearly illustrated in Figure 3.

The axle housing 23 is provided withlaterally extending lugs 32, each of said lugs 32 being connected to one end of a spring 33, the opposite end of said spring being connected to one of the arms 3|. ports 28 are yieldably held in alinement, thus providing dirigible mounting of the car wheels 3U to the housing 23.

Slidably mounted on the sleeves 28 is an axle 34, each end of said axle carrying a sleeve 35 for rotatably supporting the inner end of awheel spindle 36, the outer end of the wheel spindle, 35.

being provided with a road wheel 31 of the automobile type, having a pneumatic `tire 38, said wheel being rotatably mounted on the spindle by suitable anti-friction bearings 39. This wheel is also provided with the ordinary auto mechanism 40.

The inner surface of the annular member 28 is provided with vertically arranged guide blocks 4I spaced apart sufficiently to slidably receive an axle spindle 36 between them, and to permit the said axle spindle to move vertically therein. By means of the guides 4I it will readily be seen that both the axle spindle 36 and the annular bearing support 28 are p-ivotally mounted to a common sleeve 26, wherein both the vvheelsv 30 and 31 are dirigibly carried by the axle. hous ing 23 and the axle 34. respectively, wherein if the members 28 are steered, the axle spindles 38 will also be steered. Since the ends of the axle 34 are slidably mounted on the sleeve 26, it will readily be seen then that the road wheels 31 may be elevated or lowered relative to the railway wheels 30, wherein the load carried by the axle housing 23 may be applied to either the road or railway wheels, the set of wheels not in use being elevated above the traction surface.

For elevating and lowering the axle 34 I have provided a cylinder 42 above each end of the axle housing 23 and supported by a bracket 43, the lower end of the bracket 43 resting on the top surface of the top members 25, said bracket being detachably secured thereto by means of a suitable bolt 44. If so desired, the lower end of the bracket 43 may be supported on the upper surface of the arch 20, as shown in dotted lines in Figure l, simply by detaching the bracket ,43

23 is free to move vertically between the pedestall In this manner, the annular sup-` brakeV from the cylinder 42 and reversing the position of the lower end of the member 43, for the purpose hereinafter made clear.

Slidably mounted in the cylinder 42 is a piston 45, having a downwardly extending rod 46 extending into the upper end of the sleeve 26 and connected to a block 41 slidably mounted in said sleeve, said block being provided with a pin 48 extending through vertically arranged slots 49 in the sleeve 26 and into the adjacent end of the axle 34.

By this arrangement it will be seen that if fluid is admitted to the lower end of the cylinders 42 under pressure, then the piston 45 will be elevated, causing the axle 34 to be moved to its elevated position, as illustrated in Figure 1. If fluid is admitted to the upper end of the cylinder above the piston, then the piston will be moved downwardly wherein the axle will be carried to the bottom side of the axle housing. Thus the tire 38 of the wheel 31 will engage the ground surface and the car frame be lifted, together with the axle housing, causing the wheels 39 to be elevated above the traction surface.

For locking the axle 34 and the wheel spindle 36 in either their elevated or lowered positions of movement I have provided inwardly projecting brackets 50 which are arranged in spaced pairs at opposite sides of the wheel sp-indle and designed to receive a slide bar 5| between each spaced pair of brackets, the inner ends of the said blocks 5| being adapted to be moved in position below the lower side of the axle spindle 36 when the said axle spindle is in its elevated position, as illustrated in Figure 1, and to be moved in position with its inner ends above the upper surface of said axle spindle 36 when the said spindle is in its lowered position of movement, as illustrated in Figure 23.

Each of the blocks 5| is provided with an opening 52 for receiving the inner ends of a bell crank lever 53, each of the bell crank levers being pivotally connected to the bracket members 54 carried by the brackets 59'. Each of said bell cranks has an outwardly extending arm 55 to which a link 56 is pivotally connected, said links extending through the inner end of the support 28 and being pivotally connected to a link 51 slidably mounted in the members 32, said links being connected by a pivot 58 supported in alinement with the sleeves 26 and transversely of the housing 23, whereby the links 56 will be permitted to swing with the member 28 as it is swung about the sleeve 26, and yet permit the rods 56 and 51 to be moved longitudinally for communicating the bell cranks 54 to move the siide blocks 5I to locking or unlocking positions. The movement of the rods 51 is accomplished by means of a slide bar 59 carried on vertical rods 69 supported on the upper surface of the housing 23, the block 59 having a laterally extending shaft 6I, the outer ends of which are provided with downwardly extending links 6E, the lower ends of the links 62 being pivotally connected tolinks 63 having their lower ends pivotally connected to the inner ends of the rods 51.

By this arrangement it will be seen that if the block 59 is. moved downwardly, then the lower ends of the links 63 will be mo-ved outwardly from each other, due to the fact that they are supported in a divergent manner, as illustrated in Figure 1, and due to the fact that the inner ends of the rods 51 are held against downward movement by the blocks 32. This movement will cause the outer ends of the arms 54 to be moved from each other and the ends lof the arms 53 to be moved inwardly toward each other, and, in turn, the blocks 5I to be moved into position either above or below the axle 36.

,The block 59 is yieldably held down in its lower limit of movement by means of springs 64 carried by the upper ends of the rods 6D, thus providing yieldable means for always moving the blocks 5I to locking positions and for constantly maintaining those locks in locking position. The block 59 may be elevated by means of a chain 65 connected to any suitable lever arrangement 66,-V

such as illustrated in Figure 15 and carried by a suitable rock shaft 61.

The upper and lower surfaces of the blocks 5I are provided with grooves 68 for receiving the inner ends of pins 69 carried by the brackets 50, said pins 69 serving as guides to prevent the blocks 5I from moving longitudinally of the axle housing 23.

Any suitable piping system may be provided for supplying iiuid under pressure to the upper and lower surfaces of the piston 445, such as now in common use.

The upper end of each of the cylinders 42, however, is provided with a pipe connection 10 by means of which the pressure in the upper ends of the two cylinders may be equalized so as to prevent the lifting of one end of the axle more than the other. A similar pipe connection 1I is provided for the lower end of the cylinders 42.

Thus it will be seen I have provided means whereby either the rail wheels or the road wheels may be moved in contact with the traction or supporting surfaces and wherein the line of the axle is in a vertical plane common to the longitudinal central axis of the axle housing, and means whereby both the car wheels and the road wheels are pivotally and slidably mounted about a common vertical pivot, so that perfect dirigible action can be maintained by either set of wheels, and wherein the car frame may be jacked up or elevated, if so desired, by moving the road wheel in contact with the road surface. This is of considerable advantage sometimes when coupling difficulties result due to the springf'deflection caused by a load or uneven terrain or open rail switching in the coupling or uncoupling of cars.

It will further be seen that the axle housing 23 may be easily detached from the pedestals by simply elevating the car frame and permitting the axle housing, together with the bracket 46and the cylinders 42 to be removed bodily therefrom, the brake mechanism and the fluid connections to the cylinder first being disconnected. A different form of axle housing may be easily and quickly substituted if so desired. v

In Figures 4, 12, 13 and 15 I have illustrated a modified form of axle housing 12 which is also hollow and substantially rectangular in cross section, having a top plate 13 and side members 14, said housing 12 being provided with guide devices 15 adapted to co-operate with the guide devices of the pedestalsl3, the top member 13 being adapted to receive the cylinder bracket 43 and the cylinder 42 as above described. The lower end of the piston rods 46 extend downwardly through openings 16 in the top vmember 13 and connect to blocks 11, said blocks in turn being connected to two piece bearings 18 adapted to support a tubular axle 19. The bearings 18 have shoes'll slidably supported between the side members 14. The ends of the axle 1S lare adapted to carry any standard type of car wheel, such as illustrated in Figure 22 and designated by the numeral 8|. 'I'he wheels 8| may be removed when so desired and the axle 19 substituted with arms 82, each end of the arms being provided with auxiliary axles 83 for supporting belt wheels 84 on which the belt tread 85 may be mounted for use on swampy land.

By this arrangement the forward end of the car may be carried by the sill head 86, which is pivotally connected to the back end of the engine 81a and supported in horizontal position by means of chains 8S, in which case the car is adapted for railway use. By simply reversing the car end to end the wheels 8| may be elevated and the belt tread 85 permitted to engage the ground surface, in which case the car is adapted to be moved over comparatively soit ground by means of a suitable tractor device. By this arrangement it will be seen means is provided whereby different types of axles may be easily and quickly applied to the housing 12 by simply disconnecting the blocks from the bearing members 18 by removing the bolts 86.

In the axle housing 12 I have pro-vided a modified form of lock 81 which is designed to be slidably supported in brackets 88 carried by the wall members 14, as illustrated in Figure 16, the blocks 8l being operated by link devices 89 and yieldably moved to a locking position by means of a spring 90 carried by the upright bolt 9|, slidably mounted in a suitable bracket 92 and operated by means of the lever 66. The locks 87 are slidably mounted in openings 93 carried in the inclined portions 94 of the top member 13, the blocks being held against upward movement by means of a locking bar 95 carried by frame member 96, the sides of the frame member 96 being secured to the outer surfaces ci the wall members 14. The lock bar 81 operates in a slot Sl in the top member 13, as illustrated in Figure i3. The lock bar may be easily and quickly removed from the exterior, if so desired, by simply rst removing the frame member 9B, and with it the lug 95, after which the lock bar 8l may be lifted out through the opening 97|..

As clearly illustrated ir Figure 12, the members 22 are so positioned with relation to the side members of the pedestals I3 that a considerable amount of longitudinal movement of the axle housing T2 will be permitted with relation to the said members I3. This is necessary in order to eliminate undue amount of ange wear on the wheels.

In order to cushion the shock which would otherwise result when the members 22 engaged the side members of the pedestals, I have provided on each side of the housing outwardly extending lugs 9B to which the inner ends of spring S9 are connected by means of suitable bolts |00.

Thus the springs 99 provide means for cushioning the transverse shock caused by the members 22 engaging the side members of the pedestals i3, thereby largely eliminating diculties heretofore experienced in packing articles in the cars to prevent breakage and destruction due to the violent transverse shock. It will be seen that the bottom side of the axle housing 12 is open. This is provided to permit the wheel supporting axle carried therein to be easily and quickly removed either for repair or to change the type of axle to accommodate various types of supporting wheels. The changing of the axle may be easily and quickly accomplished without interfering with the mounting of the axle housing.

In order to reinforce the side member 'E4 of the housing l2 I have provided brace members |0| to extend transversely beneath the lower edges of the member 1li,y and xed to the members 24 by means'of suitable bolts |02. These members |0|, of course, would have to be removed before dropping the axle `from the housing. This can be easily and ,quickly accomplished, however.

The description thus far has pertained to the axle and axle housing and to the mechanism for elevating and lowering the axle relative to its housing andl to the manner in which the wheels may be steered by having pivoted spindle members connected with the axle housing and the axles. n

I will now describe my improved coupling mechanism which is adapted to be used inconnection with cars to be operated in articulated trains or as semi-trailers, wherein the forward end of the car is slightly elevated and supported and carried by the rear end of a preceding car or by the tractor vor engine pulling the same.

Referring to Figures 2 to 11, inclusive, supported between the free ends of the beams I0, I have provided 'a cast frame |03 comprising plates |04 xed to the inner faces of the members I0, said plates having downwardly and forwardly extending lugs |05 and connected by a cross member |06. This frame provides means for rigidly supporting the free ends of the members I0 against lateral movement toward and from each other and stiffening the frame member in general. It also provides means for supporting the movable sill head hereinafter to be described. l

Supportedl inside of the plates |04 and adjacent to the inner faces of the members I0 are plates |01, havingvertically arranged flanges |08, said flanges being spaced apart a slight distance to form guides. Supported between the guides |08 is a coupler frame |09, said frame having lugs ||0 on its outer surface to travel between the guides |08 and to prevent longitudinal movement of the frame |09 and at the same time permit the frame |09 to be elevated and lowered. The outer faces of the side members of the frame |09 areeach provided with a longitudinal groove in which is slidably mounted a slide link ||2.

Pivotally connected to the inner end of each of the slide links ||2 is a rock arm H3, said rock arms being xed to a rock shaft ||4, while the outer endsvof the links ||2 are vpivotally connected to the rock arms ||5 pivotally connected to the inner. faces of the beams I0. The arms ||3 and ||5 are of the same length so that if the shaft ||4 is rocked in a counter-clockwise direction, as illustrated in Figure 11, then the free ends of the'arms ||3 will be moved upwardly in a counter-clockwise direction, causing the free ends of the arms ||5 to also be swung upwardly and inwardly by means of the links ||2. This will cause the frame member |09 to be elevated to its dotted lineposition, as shown in Figure 11.

'Ihe inner faces of the side members of the frame |09 are provided with lugs ||6, against which a plate is supported, designed to engage one end of the compression spring H8, the other end of said spring being supported against a plate ||9 carried by the inner end rof the frame |09. slidably -mounted through the plates and ||9 is a coupler rod |20 having its outer end pivotally connected to the coupler bar |2|, said couplerbar `extending through the forward end of the frame |09 and to a position outwardly beyond the frame member |03, to which the train coupler |22 is connected, said coupler being of that type ordinarily used in coupling trains at the present time. The outer end of the rod |20 is larger than its central portion, so that a shoulder |23 is provided for engaging the outer surface of the plate I|1 when the bar |2| is moved inwardly. The rod |20 has a washer 24 designed to engage the inner surface of the plate I9 as the coupler bar |2| is moved outwardly.

By this arrangement it Will'be seen that the spring IIS serves as a cushion for cushioning shocks imparted to the bar |22 longitudinally thereof, either caused by coupling action of the train or at the time the train is under movement on the road, due to either jerking or breaking effect.

By this arrangement it will be seen that the coupler |22 may be operated in two elevated positions, the coupler being in its normal position to couple with the standard train equipment when in its lowered position of movement and adapted to make coupling with the coupler element at the forward end of an articulated car connection, when in an elevated position, or, in other words, when the forward end of the following car is elevated, in a manner hereinafter more fully set forth.

A pin |25 is provided for locking the coupler frame |09 in its elevated or lowered positions of movement, simply by inserting the pin through suitable openings provided in the coupler frame, and through openings |26 provided in the frame member |03.

On account of the pivotal connection between member |2| and the member |20 it will be seen that the outer end of the bar I2| and the coupling element |22 are permitted to swing laterally somewhat in order to permit a certain amount of lateral movement of the coupled end of the car, in a manner as permitted in ordinary coupling practice.

I will now describe the adjustable sill head which permits the car to be coupled in the usual manner or in an articulated train or as a semitrailer.

Supported beneath the free ends of the members I and beneath the coupler device |09, I have provided what I have termed a sill head spider |21, comprising frame members |28 having at their forward ends lugs |29 (see Figure 4) designed to support pivot pins |30, said pivot pins being designed to be mounted in the lugs of the frame member |03 so that the inner end of the frame |21 is adapted to be elevated and lowered, the side members |28 being designed to rest adjacent to the outer edges of the lower flanges of the members I0, as illustrated in Figure 8. The inner end of the sill head frame |21 is provided with an inwardly extending arm |3I, having an opening |32 (see Figures 4 and 6). The inner end of the member |3| is provided with an upwardly extending portion |33, having an opening |34, by means of which said extending portion |33 may be pivotally connected to the link |35 carried by one end of a bell crank lever |36, said lever being pivotally connected to a suitable bracket |31 carried by the beams I2. The other arm of the bell crank |36 is pivotally connected to the link |38, which in turn is pivotally connected to one end of a lever |39, the other end of which is operatively connected with a piston rod |40 operated by an air cylinder |4|. Thus, means is provided whereby the inner end of the frame |21 may be elevated by power, said frame being locked in its elevated position by inserting a pin |42 extending through suitable openings in a bracket |43 carried by one of the frame members I2.

The sill head comprises a horizontal plate |44 adapted to be supported horizontally beneath the frame |21, having at each side edge an upwardly extending flange |45, the upper edge of each of the flanges |45 terminating in an inwardly extending flange portion |46 designed to rest above the upper edges of the side members |28, thus providing means whereby the sill head is slidably mounted longitudinally of the sill head spider, the sill head being locked at either its inner limit of movement or its outer limit of movement by means of a pin |41 adapted to pass through slots |48 carried between the side members |28 and suitable holes |49 in the side members |45, the pin I 41 being locked in position by means of a spring |55, which is pivotally mounted at |5| so as to swing out of the path of the head of the pin |41. The sill head plate |44 is limited against outward movement or movement towards the right, as illustrated in Figures 2, 4 and ll, by means of a stop pin |52 carried by the inner end of the plate I 44 engaging the inner edge of the cross bar |53 carried by the lower end of the frame member |21. The plate |44 is limited against inward movement by the outer edge of the bar |53 engaging lugs |54 carried by said plate |44. The outer end of plate |44 has laterally projecting plates |55, supporting upright posts |55 designed to carry pivot members |51 for supporting the conical rollers |58. 'Ihe forward ends of the plates |55 terminate in upwardly extending portions |59, which in turn terminate in inwardly and upwardly extending portions |60. The members I |50 form inclined planes to assist in elevating the rider sill head |6| as the coupling action takes place.

The under surface of the plate |44 is beveled at |62, as illustrated in Figure 5, said beveled portion being designed to rest on the rollers |58 of the carrier sill head |63 when the rider sill head is in operative position, as illustrated in Figure 2, with the coupling elements |22 of the adjoining cars coupled.

It will be seen by referring to Figures l0 and l1 that the coupler elements |22 are designed to rest immediately above the central portion of the outwardly extending portion of the plate |44 and between the outer ends of the flanges |45. When it is desired to couple two cars in articulation, as illustrated in Figures 2 and 18, the coupler element |22 of the front car is rst elevated to its upper position of movement, the inner end of the sill head spider of the back car or rider sill head being rst lowered to the dotted line position shown in Figures 2 and 19. The coupling element |22 of the back car is left in its normal lowered position of movement. The cars are then moved together with the outer end of the rider sill head resting above the outer end of the carrier sill head. Power is then applied to the cylinder |4| causing the inner end of the rider sill head to be elevated from an inclined position to a horizontal position. This will cause the forward end of the sill head to be lowered about the pivot pins |30 as fulcrums, and the front end of the rider car to be elevated to the position illustrated in Figure 1S. The pin |42 may then be inserted in the openings |32 and through the openings of the member |43 locking the rider sill head in its normal position. This provides means whereby the coupled end of the semi-trailer or articulated car may be easily and quickly elevated to lift the front wheels of said car from the-traction surface.

If for any reason, due to track irregularities or spring deflection, the rider sill head would not move to position above the carrier sill head, then power may be applied to the' cylinder 42 to cause the wheels 38 to be lowered and the front end of the car frame to be elevated. The coupler elements `|22 are then employed in the usual manner and as illustrated in Figure 2, the coupler elements serving to act as a pivot for joining the two cars together.

Inasmuch, however, as the coupler elements are permitted to have lateral movement, it will readily be seen that considerable tendency would exist for the carrier and ridersill heads to move laterally, one relative to the other, By providing the inclined portions |62 and the conical rollers |58 I have provided means for retarding this lateral movement of one sill head relative to the other, to a considerable extent, and yet permitting said movement when necessary when the cars are moving over irregular track or ground surface and when making curves. This retarding action tends to eliminate a certain harmonic lateral swinging movement of the cars, as it will readily be seen .that if one of the'sill heads moves iateraliy relative to the other, then the rider sill head must be elevatedagainst the action of gravity which will tend to retard the said lateral movement, or, in other words, the rider sill head would have a tendency to naturallyv assume its lower position of movement centrally located above the carrier sill head.

In a simpliiied sill head construction the pivoted featiue might be eliminated, together with the power mechanism connected therewith, and at the same time retain the sliding features of the sill head, in which case the cylinder 42 and the piston mounted therein might be utilized to elevate the end of the car to couple it as a semitrailer. i

Ii it is desired to couple two cars inthe ordinary way, as illustrated in Figure 2l, then each of the sill heads may be moved to its inner limit of movement by simply pulling the pin 4l, sliding the sill head inwardly until the stop |54 engages the member |53, then placing the pin |41 in the other sleeve |48 near the inner end of the sill head spider, at which time the outer end of the sill head is moved to inoperative position beneath the coupler frame |09.

In order to be enabled to connect the forward end of the car to the rear end of an auto truck in the manner illustrated in Figure 18 I have provided on the under surface of the central portion of the outer end of theplate |44 a downwardly extending coupling pin |64 which isv of the type designed to make connection with the coupling element |65 ordinarily carried'by highway tractors of that type adapted to operate semi-trailer cars. In this case the coupler element |22 is simply permitted to rest in its normal position and forms no part of the coupling action. The sill head is operated in exactly the same manner as before described for coupling two oars equipped with carrier and rider sill heads.

In Figure 22 of the drawings I have illustrated a sill head 86 which is pivotally connected to the rear end oi the engine 8l, having its outer end supported by means of a chain 88 instead of the sill head spider as before described. t may be necessary to use this modiiied type of sill head in connection with certain types of engines and other power devices, in View of the fact that no room is provided beneath the engine for the inwardly extending end of the` silll head.

When it isdesired to make normal coupling, the outer end ofthe sill head 86 is simply disconnected from the chain 88 and allowed to swing to a vertical position behind the traction Wheel ofthe engine.

t will readily be seen by referring to Figures 18 to 22, inclusive, that I have provided improved axle and axle housing construction, together with improved coupling devices, wherein cars equipped with .said improved devices may be adapted to operate under various working conditions either to be operated in a train in the usual manner and by means of .a standard coupling, or to be operated inan articulated train having either a railway engine or a highway auto truck as motive power, or wherein the car may be operated as a semi-trailer as used in connection with either a railway engine or a highway auto truck.

Furthermore, the cars may be operated in trains employing convertible railway and highway axles coupled in the regular manner as provided in the ordinary railway practice.

It will kalso readily be seen that various wheel arrangements may be substituted to meet various working conditions` For instance, as illustrated in Figure 22, wheels employing belt treads may be substituted for either the railway or ordinary pneumatic road wheels, in case it is desired to operate the car over soft and spongy ground, either one or both ends of the car being provided with such equipment, the other end of the car being provided with either railway orhighway wheels. The belt treads 85, which are of the `detachable type, may be entirely removed, if so desired, in which case the weight of the car is supportedbyzthe wheels 84. I claim'as my invention:

l. In a road and railway car, the combination of a car frame; pedestals projecting downwardly from said frame; an axle housing mounted in said pedestals to slideV vertically and longitudinally of said housing; means for limiting the longitudinal movement of said housing; yieldable means for retarding the longitudinal movement of said axle .housing relative to said pedestals; an axle within said housing; and means carried by said housing for elevating and lowering said axle relative thereto.

2. In a road and railway car, the combination of a car frame; pedestals projecting downwardly from said frame; an axle housing mounted in said pedestals to slide vertically and longitudinally of said housing; means for limiting the longitudinal movement of said housing; yieldable means for retarding the longitudinal movement of said axle housing relative to said pedestals; an axle within said housing; means carried by said housing for elevating and lowering said axle relative thereto; and means for locking the axle in either of its elevated or lowered positions of movement.

3. In a'road and railway car, the combination of a car frame; pedestals projecting downwardly from said frame; an axle housing mounted in said pedestals to slide vertically and longitudinally 'ci said housing; means for limiting the longitudinal movement of said housing; yieldable means for retarding the longitudinal movement of said axle housing relative to said pedestals; an axle within said housing; means carried by said housing for eievating and lowering said axle relative thereto; means for locking the axle in either of its elevated or lowered positions of movement;

uit

and yieldable means for moving said locking means to locking position.

, 4. In a road and railway car, the combination of a car frame; Apedestals projecting downwardly from said frame; an axle housing in said pedestals to slide vertically in said pedestals; an axle in said housing to move vertically therein; means for locking the axle in either its elevated or lowered position of movement; and yieldable means for normally supporting the locking means in locking position.

5. In a road and railway car, an axle housing; an annular wheel support at each end of said housing; a spindle pin pivotally connecting each wheel support to its corresponding end of said housing; an axle supported longitudinally within said housing and slidably mounted on said spindle pins; a wheel spindle within each annular wheel support and pivotally connected to each end oi said axle by means of said spindle pins; means for sliding the axle and its corresponding spindles longitudinally of said spindle pins; and means for locking said axle and its spindles in either of two alternative positions.

' 6. In a/road and railway car, a frame; downwardly projecting pedestals from said frame; an axle housing supported within said pedestals and adapted to move vertically therein; yieldable means between said pedestals and said housing; a wheel support at each end of said housing; a car wheel rotatably mounted on each of said supports; a spindle pin pivotally connecting each wheel Vsupport to its corresponding end of said housing; an axle supported longitudinally within said housing and slidably mounted on said spindle pins; a wheel spindle Within said Wheel support and pivotally connected to each end of said axle by means of said spindle pins; a road wheel :for each spindle; a lift cylinder supported above each end of said housing and carried by said frame; a piston within each of said cylinders; neans for connecting each of said pistons to the corresponding end of said axle whereby the axle may be moved longitudinally of said pins and whereby the weight of the frame may be shifted to either set of said Wheels; and means for locking said axle and the spindles in either of two elevated positions.

7. In a road and railway car, a frame; downwardly projecting pedestals from said frame; an axle housing supported withinsaid pedestals and adapted to move vertically therein; yieldable means between said pedestals and said housing; a wheel support at each end of said housing; a car wheel rotatably mounted on each of said supports; a spindle pin pivotally kconnecting each wheel support to its corresponding end of said housing; an axle supported longitudinally within said housing and slidably mounted on said spindle pins; a wheel spindle within said wheel support and pivotally connected to each end of said axle by means of said spindle pins; a road wheel for each spindle; a lift cylinder supported above each end of said housing and carried by said frame; a piston within each of said cylinders; means for connecting each of said pistons to the corresponding end of said axle whereby the axle may be moved longitudinally of said pins and whereby the Weight of the frame may be shifted to either set of said wheels; means for locking said axle a'nd the vspindles in either of two elevated positions; and yieldable means for moving said locking means to operative position.

8. In a road and railway car, a frame; downwardly projecting pedestals from said frame; an

axle housing supported within said pedestals and adapted to move vertically therein; yieldable means between said pedestals and said housing; a wheel support at each end of said housing; a car Wheel rotatably mounted on each of said supports; a spindle pin pivotally connecting each wheel support to its corresponding end of said housing; an axle supported longitudinally within said housing and slidably mounted on said spindle pins; a wheel spindle within said wheel support and pivotally connected to each end of said axle by means of said spindle pins; a road wheel for each spindle; a lift cylinder supported above each end of said housing and carried by said frame; a piston within each of said cylinders; means for connecting each of said pistons to the corresponding end of said axle whereby the axle may be moved longitudinally of said pins and whereby the weight of the frame may be shifted to either set of said wheels; means for locking said axle and the wheel spindles in either of two diiierently elevated positions; and means for equalizing the pressure between said cylinders.

9. In a road and railway car, an axle housing; an axle extending longitudinally to said housing; a wheel rotatably mounted on each end of said housing; a wheel carried by each end of said axle; means for locking the axle in elevated and lowered positions within said housing, said means comprising a pair of slide blocks carried in each end of said housing adapted to have their inner ends moved into and out of the path of movement of said axle as it is moved from its lowered to its .elevated position, or vice versa; link mechanism for moving corresponding slide blocks simultaneously toward and from each other; a spring mechanism for moving the slide blocks to locking position with the slide blocks beneath the axle when elevated, and above the axle when said axle is lowered; and means for detachably securing said axle housing to the frame of a road railway car.

10. In a road and railway car, the combination of a frame; two sets of downwardly extending pedestals carried by said frame; a hollow axle housing slidably mounted to move vertically in said pedestals; an axle supported longitudinally within said housing adapted to move vertically therein; a cylinder supporting bracket carried by each end of said housing; a bracket stand carried by said frame adapted to also carry said cylinder supporting bracket whereby the cylinder bracket may be transferred from position on said housing to position on said bracket stand at the will of the operator; a cylinder carried by each bracket; a piston for each cylinder and means for operatively connecting each piston with the corresponding ends of said axle; a railway wheel rotatably mounted on each end of said axle housing, and a road wheel mounted on each end of said axle.

11. In a road and railway car, the combination of a frame; two sets of pedestals depending therefrom; a hollow axle housing mounted to move vertically in said pedestals, the bottom side of said housing being open; an axle mounted to slide vertically in said housing; means for locking said axle at a number of vertically adjusted positions in said housing, and means for elevating and lowering the axle relative to said housing, said axle being detachably connected with said elevating and lowering means and with said housing, whereby one type of axle may be easily and quickly substituted for another type of axle without molesting the mounting and arrangement of the axle housing relative to its supporting pedestals and frame; a wheel rotatably mounted on each end of said housing, and a Wheel rotatably mounted on each end of said axle.

12. In a road and railway car, the combination of a car frame; a wheel supporting member; means for mounting said wheel supporting member to move vertically of said car frame; an axle; means for guiding said axle to move vertically and relative to the wheel supporting member; means for locking the axle to said wheel supporting member in either of its elevated or lowered positions of movement; and yieldable means for normally supporting the locking means in locking position.

13. In a road and railway car, the combination of a car frame having vertical guides; an axle housing mounted in said guides, to slide vertically and longitudinally of said housing; means for limiting the longitudinal movement of said housing; yieldable means for retarding the longitudinal movement of said housing relative to said guides; an axle within said housing; and means for elevating and lowering said axle relative to said housing.

GEORGE T. RONK. 

